Cargo systems for use with vehicles, such as autonomous delivery vehicles

ABSTRACT

Systems and methods for delivering a requested payload using an autonomous delivery vehicle are described herein. In some embodiments, a cargo system for use with an autonomous delivery vehicle can include a frame defining a cargo space having an opening. A plurality of partitions can be positioned within the cargo space and configured to divide the cargo space into compartments. In some embodiments, the partitions are movable so that the cargo space can be divided into efficiently-sized compartments based on, for example, size characteristics of the payload. The cargo system can further include an access system configured to selectively define an aperture over the opening of the cargo space. The access system can vary the size and position of the aperture to provide access to only a selected one of the compartments regardless of the size and/or position of the selected compartment.

CROSS-REFERENCE TO RELATED APPLICATION

This application is a continuation of U.S. patent application Ser. No.16/226,511, filed Dec. 19, 2018, and titled “CARGO SYSTEMS FOR USE WITHVEHICLES, SUCH AS AUTONOMOUS DELIVERY VEHICLES,” which is herebyincorporated by reference in its entirety.

TECHNICAL FIELD

The present technology relates to cargo systems having configurablecargo spaces and, in particular, to cargo systems that provide secureaccess to configurable cargo spaces during automated deliveries viaautonomous vehicles.

BACKGROUND

With the rapid growth of e-commerce, a pressing need to fulfil on-demandand high-volume delivery has emerged. Local businesses require acompetitive solution to address neighborhood deliveries that arecost-effective, frequent, timely, and secure. With rising demand, thelogistics industry is faced with increasing transportation bandwidthneeds in an industry and operational structure that is alreadyfragmented. While autonomous vehicles may be able to help alleviate manyof these challenges, deploying autonomous vehicles as delivery agentshas presented a new set of challenges related to system integration,resource deployment/management, etc.

For example, it is often required to limit a particular recipient'saccess to only the item or items on the vehicle that are intended fordelivery to the recipient, while preventing the recipient from accessingother items carried by the autonomous vehicle that are intended forother recipients. Some cargo systems address this problem by carryingthe items for individual recipients in separate compartments havingindividual doors that can only be opened by the intended recipient.Because the sizes of the compartments are fixed, however, such systemsare often inefficient because of unused space in the individualcompartments.

BRIEF DESCRIPTION OF THE DRAWINGS

Many aspects of the present technology can be better understood withreference to the following drawings. The components in the drawings arenot necessarily to scale. Instead, emphasis is placed on clearlyillustrating the principles of the present technology.

FIGS. 1A and 1B are perspective views of an autonomous delivery vehiclecarrying a cargo pod configured in accordance with embodiments of thepresent technology.

FIG. 2 is an isometric view of the cargo pod of FIGS. 1A and 1Bconfigured in accordance with an embodiment of the present technology.

FIG. 3A is an isometric view of the cargo pod illustrating a modifiableshelving arrangement configured in accordance with an embodiment of thepresent technology.

FIG. 3B is an enlarged isometric view of a representative cargo unit ofthe cargo pod configured in accordance with an embodiment of the presenttechnology.

FIG. 3C is an enlarged interior side view of a portion of the cargo unitof FIG. 3B configured in accordance with an embodiment of the presenttechnology.

FIGS. 4A and 4B are isometric views of the cargo pod illustrating a doordrive system configured in accordance with embodiments of the presenttechnology.

FIGS. 4C and 4D are enlarged isometric views of portions of the cargopod illustrating a vertical door drive mechanism and vertical tracksconfigured in accordance with embodiments of the present technology.

FIG. 4E is an isometric view of a portion of a vertical door of thecargo pod movably constrained within the vertical tracks of FIGS. 4C and4D in accordance with an embodiment of the present technology.

FIG. 4F is a side view of the cargo pod configured in accordance with anembodiment of the present technology.

FIGS. 4G and 4H are enlarged isometric views of portions of the cargopod illustrating a horizontal door drive mechanism and horizontal tracksconfigured in accordance with embodiments of the present technology.

FIG. 5 is a schematic illustration of an environment in which a systemfor managing deliveries may operate in accordance with an embodiment ofthe present technology.

FIG. 6 is a block diagram of a cargo control system configured inaccordance with an embodiment of the present technology.

FIG. 7 is a flow diagram of a process or method for implementingautomated deliveries using an autonomous vehicle in accordance with anembodiment of the present technology.

FIG. 8 is a block diagram of an autonomous delivery vehicle configuredin accordance with an embodiment of the present technology.

FIG. 9 is a side view of an autonomous delivery vehicle configured inaccordance with another embodiment of the present technology.

DETAILED DESCRIPTION

The following disclosure describes various embodiments of systems andmethods for providing efficient use of storage space in autonomousdelivery vehicles. In some embodiments, over-the-road autonomousdelivery vehicles can include a cargo system or “pod” having a pluralityof cargo compartments/spaces that can be individually sized toaccommodate a particular item or group of items for delivery. Forexample, in some embodiments the cargo system can include a frameworkdefining a cargo space having an opening. In some embodiments, the cargospace is configured to be partitioned into a plurality of compartmentsof variable size, such as by moving and/or removing/adding one or morevertical partitions and/or shelves. This enables the cargo space to bedynamically arranged to efficiently receive a plurality of items fordelivery having different physical characteristics (e.g., size, shape,weight, type, number, etc.). For example, the size of the compartmentscan be adjusted to generally correspond to the size of items fordelivery based on merchant preferences. In this manner, the volumetricefficiency of the cargo space is increased as compared to conventionalfixed-size cargo spaces or lockers, as the dimensions of thecompartments can be varied to accommodate specific cargo and space isnot wasted.

Embodiments of the cargo system can further include an access systemconfigured to provide access to a selected one of the compartments. Insome embodiments, the access system includes a pair of first doors and apair of second doors that are operably coupled to the framework and areindividually movable over/across the opening of the cargo space. In someembodiments, the first doors are individually movable back and forthalong a first axis (e.g., a horizontal axis), and the second doors areindividually movable back and forth along a second axis (e.g., avertical axis), different than the first axis. The first and seconddoors can together define a variable aperture (e.g., a rectangularaperture) over the opening of the cargo space through which, forexample, a delivery recipient can access the cargo space to retrieve anitem. Moreover, the first and/or second doors can be moved along therespective axes to vary the position and/or size of the aperture overthe opening of the cargo space to provide access to different portionsthereof. By moving the doors to vary the size and/or position of theaperture, the cargo system can limit access to any one of the individualcompartments of the cargo space regardless of the dimensions of thecompartment or the items therein, and without inadvertently providingaccess to other compartments. Thus, a delivery recipient is only able toretrieve the items intended for delivery to them from the cargosystem—and not the items intended for delivery to other recipients thatcould be located at different delivery locations. Accordingly, the cargosystems of the present technology can enable secure access to individualcompartments within a cargo space while also enabling the cargo space tobe configured to efficiently match the size or other characteristics ofitems to be delivered.

In another aspect of the present technology, the cargo pods can beeasily removable from a delivery vehicle to facilitate pre-loading at,for example, the location of a warehouse, merchant, etc. For example, adelivery system can include multiple such cargo pods that can beinterchangeably swapped out from delivery vehicles to permitsimultaneous loading and delivering operations. For example, one cargopod can be pre-loaded while a delivery vehicle is on the road makingdeliveries and, when the vehicle comes back with its cargo pod empty,the empty cargo pod can be quickly swapped with the pre-loaded cargopod. Thus, the cargo pods of the present technology can reduce thedowntime that delivery vehicles are required to be stationary duringloading and therefore not making deliveries. It is expected that theability to quickly and easily swap empty cargo pods for full cargo podscan significantly increase the efficiency of merchants/shippers in viewof the rapid growth of e-commerce and the increasing demand for sameday, if not same hour, delivery.

In another aspect of the present technology, it is expected that the useof cargo pods can substantially decrease the manufacturing and/oroperating costs of the underlying autonomous delivery vehicles used tocarry the cargo pods. For example, the delivery vehicles may consist ofa simple rolling chassis, powertrain (e.g., an electric or hybridpowertrain), and autonomy sensors and computing equipment and circuitry.More specifically, such delivery vehicles will not require a cabin,seats, seat belts, airbags, and/or other features that are common toconventional delivery vehicles that carry passengers and are relativelyexpensive to build and/or operate. In some embodiments, a deliverysystem could include multiple delivery vehicles each consisting of arolling chassis and powertrain, and the chassis could be provided indifferent sizes (e.g., three different lengths) for short-haul,medium-haul, and long-haul deliveries. In some embodiments, the cargopods can be intermodal—that is, for example, configured to be movedwithout interruption from a sea-going vessel, to a railcar, and to oneof the delivery vehicles.

Certain details are set forth in the following description and in FIGS.1A-8 to provide a thorough understanding of various embodiments of thepresent technology. In other instances, well-known structures,materials, operations, and/or systems often associated with autonomousvehicles, electromechanical systems, etc., are not shown or described indetail in the following disclosure to avoid unnecessarily obscuring thedescription of the various embodiments of the technology. Those ofordinary skill in the art will recognize, however, that the presenttechnology can be practiced without one or more of the details set forthherein, or with other structures, methods, components, and so forth.

The terminology used below is to be interpreted in its broadestreasonable manner, even though it is being used in conjunction with adetailed description of certain examples of embodiments of thetechnology. Indeed, certain terms may even be emphasized below; however,any terminology intended to be interpreted in any restricted manner willbe overtly and specifically defined as such in this Detailed Descriptionsection.

The accompanying Figures depict embodiments of the present technologyand are not intended to be limiting of its scope. The sizes of variousdepicted elements are not necessarily drawn to scale, and these variouselements may be arbitrarily enlarged to improve legibility. Componentdetails may be abstracted in the Figures to exclude details such asposition of components and certain precise connections between suchcomponents when such details are unnecessary for a completeunderstanding of how to make and use the invention. Many of the details,dimensions, angles and other features shown in the Figures are merelyillustrative of particular embodiments of the disclosure. Accordingly,other embodiments can have other details, dimensions, angles andfeatures without departing from the spirit or scope of the presentinvention. In addition, those of ordinary skill in the art willappreciate that further embodiments of the invention can be practicedwithout several of the details described below.

In the Figures, identical reference numbers identify identical, or atleast generally similar, elements. To facilitate the discussion of anyparticular element, the most significant digit or digits of anyreference number refers to the Figure in which that element is firstintroduced. For example, element 110 is first introduced and discussedwith reference to FIG. 1.

The headings provided herein are for convenience only and do notnecessarily affect the scope of the embodiments.

I. Overview

FIGS. 1A and 1B are perspective views of an autonomous delivery vehicle102 (“vehicle 102”) configured in accordance with embodiments of thepresent technology. The vehicle 102 can be an over-the-road vehiclecapable of operating (e.g., including maneuvering and/or traversingthrough physical space and/or controlling vehicle functions, components,or subsystems thereof) according to and through its surroundingenvironment. Such vehicles include, for example, automobiles and truckswith capabilities according to Society of Automotive Engineers (SAE)defined Level 3 capability or above (e.g., at least being able to detectthe environment around them). In some embodiments, a delivery managementsystem can: allocate/move the vehicle 102 to specific geographicregions, generate delivery routes including one or more pickup locations(e.g., locations corresponding to one or more merchants) and one or moredelivery locations (e.g., locations corresponding to one or moreintended delivery recipients), control the vehicle 102 to traverse thedelivery routes, coordinate loading processes at the pickup locations,and/or coordinate unloading/access processes at the delivery locations.In some embodiments, the delivery management system can include featuressimilar to the features of the delivery management systems disclosed in(i) U.S. patent application Ser. No. 15/875,639, titled “DELIVERYMANAGEMENT SYSTEM,” and filed Jan. 19, 2018, and/or (ii) U.S. patentapplication Ser. No. 15/673,601, titled “MULTI-STAGE OPERATION OFAUTONOMOUS VEHICLES,” and filed on Aug. 10, 2017, both of which areincorporated herein by reference in their entireties.

Referring to FIGS. 1A and 1B together, the vehicle 102 includes a cargosystem or pod 100 configured to carry one or more delivery items (e.g.,ordered products, goods, food, etc.) to be delivered and to providesecure access to the items to corresponding delivery recipients at oneor more delivery locations. As described in greater detail below withreference to FIGS. 2-4G, the cargo pod 100 can include a plurality ofcompartments or enclosures for carrying the items, and an access systemconfigured to define an aperture 105 that is positionable over acorresponding one or more of the compartments to provide access to theitem(s) therein. In some embodiments, the access system can include twosets of doors that are independently movable/actuatable to position theaperture 105 (e.g., a rectangular or square aperture) over anyparticular compartment or group of compartments.

The cargo pod 100 can be accessed via one or more doors of the vehicle102. For example, in the illustrated embodiment the vehicle 102 includesa rear door 104 and at least one side door 106. Referring to FIG. 1A,the cargo pod 100 can have a first position in which the cargo pod 100is positioned fully within the vehicle 102. In the first position, atleast a portion of the compartments of the cargo pod 100 can be accessedvia the side door 106 and/or another side door on the opposite side ofthe vehicle 102 (obscured in FIGS. 1A and 1B). Referring next to FIG.1B, in some embodiments the cargo pod 100 can also have a secondposition in which at least a portion of the cargo pod 100 has been moved(e.g., slid longitudinally) out of the vehicle 102 through the rear door104. In the second position, at least a portion of the compartments canbe directly accessed without entering through a side door of the vehicle102. In some embodiments, the cargo pod 100 can be fully removed fromthe vehicle 102 to, for example, facilitate loading of the cargo pod 100and/or to allow a different cargo pod (e.g., a pre-loaded cargo pod) tobe installed into the vehicle 102.

II. Selected Embodiments of Cargo Pods

FIG. 2 is an isometric view of the cargo pod 100 removed from thevehicle 102 and configured in accordance with an embodiment of thepresent technology. In the illustrated embodiment, the cargo pod 100includes a framework 202 having a first side portion 204 and a secondside portion 206 that each define an interior cargo space for receivingand transporting payloads (e.g., such as food items, consumer goods,etc.) therein. In some embodiments, the framework 202 can be formed fromaluminum, carbon fiber, or other rigid and light-weight materials.

A first access system 201 a is operably coupled to the first sideportion 204 of the framework 202, and a second access system 201 b isoperably coupled to the second side portion 206 of the framework 202. Inthe illustrated embodiment, the first access system 201 a includes afirst pair of horizontal doors 208 (identified individually as a firsthorizontal door 208 a and a second horizontal door 208 b) and a firstpair of vertical doors 209 (identified individually as a first verticaldoor 209 a and a second vertical door 209 b). As described in detailbelow, the doors 208, 209 are individually movable to dynamically varythe position and/or shape of the aperture 105 to allow access to any oneor more compartments within the cargo space of the first side portion204. Similarly, the second access system 201 b includes a second pair ofhorizontal doors 210 (only a second horizontal door 210 b is visible inFIG. 2) and a second pair of vertical doors 211 (only a first verticaldoor 211 a is visible in FIG. 2) that are individually movable todynamically vary the position and/or shape of another aperture (obscuredin FIG. 2) to allow access to any one or more compartments within thecargo space of the second side portion 206 of the framework 202. Inother embodiments, the access systems 201 can include more or fewer thanthe illustrated four doors, and/or the doors can have other suitableorientations/configurations.

As further shown in FIG. 2, a first slide-out rail 207 a and a secondslide-out rail 207 b can be operably coupled to the first side portion204 and the second side portion 206 of the framework, respectively. Theslide-out rails 207 can be operably coupled to a linear actuator, motor,or other drive system (not pictured) to enable the cargo pod 100 to bepartially or entirely slid in the longitudinal direction out of thevehicle 102 (e.g., through the rear door 104 as shown in FIG. 1B). Insome embodiments, the cargo pod 100 can be detached from the slide-outrails 207 and/or the slide-out rails 207 can be detached from thevehicle 102 to enable the cargo pod 100 to be fully removed from thevehicle 102 to, for example, facilitate efficient loading of the cargospaces of the cargo pod 100 at a merchant location, a distributioncenter, restaurant, etc. In some embodiments, the cargo pod 100 can beconfigured to be loaded into/onto and removed from more than one type ofvehicle (e.g., a car, truck, etc.). In some embodiments, the slide-outrails 207 can be omitted and the cargo pod 100 can be loaded into/onto avehicle in other manners (e.g., placed on a flatbed as shown in FIG. 9).In some embodiments, the cargo pod 100 and/or the vehicle 102 caninclude a locking mechanism (not pictured) for locking the cargo pod 100relative to the vehicle 102—for example, when the vehicle 102 ispositioned on a high-grade street. In some embodiments, the lockingmechanism can include a solenoid plunger coupled to the cargo pod 100 orthe vehicle 102 and configured to extend into a corresponding recess tolock the cargo pod 100 to the vehicle 102, and to prevent its movementalong the slide-out rails 207.

FIG. 3A is an isometric view of the cargo pod 100 illustrating aflexible (e.g., easily modifiable) shelving arrangement configured inaccordance with an embodiment of the present technology. The doors208-211 (FIG. 2) and the associated drive mechanisms (shown in FIGS.4A-4G) are removed from FIG. 3A for the sake of clarity. In someembodiments, the framework 202 can be formed from a plurality ofelongate members 316 (e.g., tubes, extruded members, etc.) that arewelded or otherwise fastened together to form the supporting structureof the side portions 204, 206. In some embodiments, the side portions204, 206 are manufactured/assembled as separate assemblies that arebolted or otherwise fastened together after installation into thevehicle 102. In general, the features and configurations of the sideportions 204, 206 can be generally similar or identical. Accordingly,while the details of the first side portion 204 are described in detailbelow, one of ordinary skill in the art will understand that the secondside portion 206 can have the same or similar features. Moreover, inother embodiments the cargo pod 100 can include only the first sideportion 204 or the second side portion 206.

In the illustrated embodiment, a plurality of panels 318 (including anupper panel 318 a, a rear panel 318 b, a lower panel 318 c, a first sidepanel 318 d, and a second side panel 318 e) are coupled to the firstside portion 204 of the framework 202 to enclose or define a cargo space320 having an opening 321 (e.g., a generally planar opening). The panels318 can be welded to the framework 202 or attached to the framework 202via, for example, a plurality of fasteners (e.g., screws, bolts, etc.).A plurality of vertical partitions 322 can be coupled to the framework202 and/or the panels 318 to separate the cargo space 320 into aplurality of cargo units 324. The vertical partitions 322 can bepermanently or releasably secured to the framework 202 and/or the panels318. For example, the vertical partitions 322 can be secured viabrackets (e.g., L-brackets) and fasteners to one or more of the elongatemembers 316 and/or the panels 318. In some embodiments, the verticalpartitions 322 are slidably or otherwise movably attached to theframework 202 and/or to the panels 318 (e.g., via tracks, wheels, etc.)such that the relative positioning of the vertical partitions 322 can bevaried to vary the size and/or position of the corresponding cargo units324. For example, in some embodiments some or all of the verticalpartitions 322 can be moved laterally in directions L and/or R betweenthe side panels 318 d, e.

As further shown in FIG. 3A, the cargo pod 100 can include a pluralityof horizontal partitions or shelves 326 configured to extend generallyhorizontally between (i) pairs of the vertical partitions 322 and/or(ii) one of the vertical partitions 322 and one of the side panels 318d, e (e.g., between a leftmost one of the vertical partitions 322 andthe first side panel 318 d and/or between a rightmost one of thevertical partitions 322 and the second side panel 318 e). The shelves326 can divide the individual cargo units 324 into smaller compartments328 that can be configured to receive one or more items to be deliveredto a delivery recipient. Although four vertical partitions 322 and threeshelves 326 per cargo unit 324 are illustrated in FIG. 3B, in otherembodiments the cargo pod 100 can have any number of vertical partitions322 and/or shelves 326 depending on, for example, the characteristics(e.g., size, shape, weight, number, etc.) of the items to be carriedwithin the cargo space 320. In some embodiments, the panels 318, thevertical partitions 322, and/or the shelves 326 can be formed fromcomposite materials, such as a sandwich of carbon fiber or fiberglasssheets and a honeycomb core.

FIG. 3B is an enlarged isometric view of one of the cargo units 324(e.g., the rightmost one of the cargo units 324 shown in FIG. 3A) withthe shelves 326 and the upper panel 318 a removed for the sake ofclarity. In the illustrated embodiment, the rightmost one of thevertical partitions 322 and the second side panel 318 e enclose thecargo unit 324. The vertical partition 322 and/or the second side panel318 e can be secured via brackets 329 to the adjacent ones of the panels318 (e.g., the upper panel 318 a, the rear panel 318 b, and/or the lowerpanel 318 c) and/or the framework 202. In some embodiments, some or allof the brackets 329 include a sensor (e.g., a force sensitive resistor(FSR), piezoelectric sensor, mechanical switch, etc.; not shown)configured to detect the presence or absence of the vertical partition322 and/or the second side panel 318 e. In the illustrated embodiment,first support members 330 a are attached to the vertical partition 322and second support members 330 b are attached to the second side panel318 e. The first support members 330 a are positioned at generally thesame elevation as and face corresponding ones of the second supportmembers 330 b. In some embodiments, each pair of facing support members330 is configured to slidably receive and secure one of the shelves 326.

More particularly, FIG. 3C is an enlarged interior side view of aportion of the cargo unit 324 shown in FIG. 3B and illustrating one ofthe shelves 326 secured by a corresponding one of the first supportmembers 330 a. In the illustrated embodiment, the first support member330 a is coupled to the vertical partition 322 via a first pin 335 a anda second pin 335 b that extend through holes in the first support member330 a and into corresponding holes in the vertical partition 322. Insome embodiments, the vertical partition 322 can include additionalholes 331 (shown in phantom) at one or more different elevations, andthe pins 335 can be removable, spring-loaded, etc., such that the firstsupport member 330 a can be positioned vertically at differentelevations to, for example, vary the vertical positioning of the shelves326 (e.g., in a direction between the upper and lower panels 318 a, c)and thus the volume of the corresponding compartments 328. Some or allof the support members 330 can be coupled to the vertical partitions 322and/or side panels 318 d, e in the manner illustrated in FIG. 3C, or inother suitable manners (e.g., along tracks) that enable the verticalposition of the support members 330 to be varied. In other embodiments,the support members 330 can be permanently attached to the verticalpartitions 322 and/or the side panels 318 d, e at desired locations.

Referring to FIGS. 3B and 3C together, each of the support members 330can have generally similar features including a first support portion332 a, a second support portion 332 b, and a retaining portion 333extending laterally between the support portions 332. When the shelves326 are installed, the shelves 326 are supported by the support portions332 and are inhibited from moving vertically (e.g., in a directiontoward the upper panel 318 a) by the retaining portions 333, whichoverhang an upper edge surface of the shelves 326. In some embodiments,a lowermost one of the shelves 326 (e.g., a floor) can be permanentlycoupled to the framework 202 and/or the lower panel 318 c.

Some or all of the support members 330 can further include a retainingmechanism 334 for releasably securing the shelves 326 and inhibitinghorizontal movement of the shelves 326 from the cargo space 320 (e.g.,out of the opening 321 of the cargo space 320). In the illustratedembodiment, the retaining mechanisms 334 are quick-release latches thatcan each be rotated between (i) a first, locked position (illustrated inFIGS. 3B and 3C) in which the retaining mechanisms 334 extend verticallyto secure or lock the shelves 326 within the support members 330 to (ii)a second, unlocked position in which the retaining mechanisms 334 permitthe shelves 326 to be removed (e.g., slid out) of the support members330. In other embodiments, the support members 330 can include otherretaining mechanisms having other suitable configurations for releasablysecuring the shelves 326 within the support members 330.

In some embodiments, load sensors 336 are positioned at one or more ofthe support portions 332 of the support members 330 such that at least aportion of the corresponding shelves 326 is supported on the loadsensors 336. For example, in the illustrated embodiment the load sensors336 are positioned at each of the support portions 332 such that thefour corners of each shelf 326 and the weight thereof (and any itemsplaced thereon) is fully supported by and transmitted to the loadsensors 336. In some embodiments, one or more of the load sensors 336can also be positioned on the lowermost brackets 329 for supporting alowermost one of the shelves 326. The load sensors 336 can includecompression load cells, piezoelectric load cells, strain gauges, bendingbeam load cells, etc. As described in detail below with reference toFIG. 6, the load sensors 336 can be electrically coupled to one or morecontrollers or other processing devices that are configured to receiveinformation/data from the load sensors and to detect/determine theweight of the shelves 326 and/or any items placed thereon. For example,in some embodiments the load sensors 336 can provide information aboutwhich support members 330 have shelves 326 placed thereon (e.g., bydetecting a known weight of the shelves 326) and/or information aboutany items placed on the shelves 326 (e.g., an incremental weight above aknown weight of the shelves 326). Thus, the load sensors 336 can provideinformation about a configuration of the cargo space 320 (e.g., anarrangement of the shelves 326 and thus the sizes of the compartments328) as well as items carried within the cargo space 320.

In one aspect of the present technology, the cargo space 320 can beselectively partitioned into different arrangements depending on thecharacteristics (e.g., size, shape, weight, type, number, etc.) of theitems to be delivered. For example, because the shelves 326 areremovable from the cargo pod 100 and/or can be positioned at differentelevations within the cargo space 320, one or more of the shelves 326can be removed and/or moved to provide a larger volume in one of thecargo units 324 for carrying a larger item. Conversely, one or more ofthe shelves 326 can be inserted into a cargo unit 324 to form smallerones of the compartments 328 for carrying smaller items. Likewise, insome embodiments the vertical partitions 322 can be moved (e.g., slidlaterally in a direction between the side panels 318 d, e) and/orremoved to vary the size of the cargo units 324. In this manner, thevolumetric efficiency of the cargo space 320 is increased as compared toconventional fixed-shelf cargo spaces, as the dimensions of thecompartments 328 and/or the cargo units 324 can be varied to accommodatespecific cargo and space is not wasted. In some embodiments, the cargopod 100 can include slots or cubbies (not pictured) for receiving andtemporarily storing any of the vertical partitions 322 or shelves 326that are removed. In some embodiments, the cargo pod 100 can includeadditional, removable partitions (e.g., vertical partitions that areattachable between pairs of the shelves 326) for further dividing thecargo space 320 into compartments of a desired size.

Referring to FIGS. 2-3A together, in operation, the doors 208, 209 canbe individually actuated to dynamically vary the position and/or shapeof the aperture 105 to permit selective access to the cargo space 320.More specifically, the horizontal doors 208 are each movable back andalong a first, horizontal axis H (FIG. 2), and the vertical doors 209are each movable back and forth along a second, vertical axis V (FIG.2). By varying the size (e.g., the area) and/or location (e.g., thevertical and/or horizontal position) of the aperture 105, the aperture105 can be positioned to provide access to any one or more of theindividual compartments 328 and/or the cargo units 324, while preventing(e.g., blocking) access to the other compartments 328 and/or cargo units324. For example, as described in greater detail below, a controller cancontrol the doors 208, 209 to position the aperture 105over/above/around a selected one of the compartments 328 containing anitem for delivery to a recipient ready to retrieve the item (e.g., whenthe delivery recipient is positioned proximate to the cargo pod 100). Inthis manner, the doors 208, 209 can provide secure access to only adesired portion of the cargo space 320 (e.g., to one or more of thecompartments 328)—and can provide the access regardless of theconfiguration of the cargo space 320 (e.g., the arrangement of thevertical partitions 322, the shelves 326, and/or other components forpartitioning the cargo space 320 into smaller spaces).

Moreover, in some embodiments the doors 208, 209 can be moved between(i) an open position in which the doors 208, 209 do not cover anyportion of the opening 321 of the cargo space 320 (e.g., the aperture105 is positioned over the entire opening of the cargo space 320) and(ii) a closed position in which the doors 208, 209 cover the entireopening of the cargo space 320 (e.g., there is no aperture 105). Forexample, in some embodiments the doors 208, 209 can be moved to the openposition to facilitate loading of and/or partitioning of the cargo space320, and can be moved to the closed position during transit of the cargopod 100.

The doors 210, 211 can operate similarly to provide secure access toonly a portion of the interior cargo space of the second side portion206. In some embodiments, the first side portion 204 of the cargo pod100 can have a depth D₁ (FIG. 2) that is greater than a depth D₂ (FIG.2) of the second side portion 206 of the cargo pod 100. For example, thedepth D₁ can be between about 15-25 inches (e.g., about 21 inches) andthe depth D₂ can be between about 10-20 inches (e.g., about 16 inches).Therefore, the cargo space 320 can have a greater volume than the cargospace of the second side portion 206. In some embodiments, the cargo pod100 can be positioned within the vehicle 102 such that the first sideportion 204 faces the curb side of a road while the second side portion206 faces the street side of the road. In some such embodiments,relatively larger and/or heavier items (which may be more difficult fora delivery recipient to remove from the cargo pod 100) can be positionedin the curb-side portion 204 of the cargo pod 100, and relativelysmaller and/or lighter items can be positioned in the street-sideportion 206 of the cargo pod 100. Similarly, in some embodiments itemsto be delivered to a delivery location on a street can preferentially beplaced in the curb-side portion 204, while items to be delivered to adelivery location other than a street (e.g., to a parking lot,warehouse, driveway, etc.) can be preferentially placed in thestreet-side portion 206 to minimize deliveries that require a user toenter the street.

FIGS. 4A-4H illustrate various features of a door drive system 400 ofthe cargo pod 100 configured to move the doors 208-211 in the mannerdescribed in detail above. For example, FIGS. 4A and 4B are isometricviews of the cargo pod 100 illustrating the door drive system 400 inaccordance with embodiments of the present technology. For the sake ofclarity, the doors 208-211, the rear panel 318 b, and the lower panel318 c are not shown in FIGS. 4A and 4B, and the framework 202 is alsonot shown in FIG. 4B. Referring to FIGS. 4A and 4B together, the doordrive system 400 includes a plurality of vertical door drive mechanisms440 (identified individually as first through fourth vertical door drivemechanisms 440 a-d) and a plurality of horizontal door drive mechanisms460 (identified individually as first through fourth horizontal doordrive mechanisms 460 a-d).

As best seen in FIG. 4B, the door drive system 400 further includes (i)a first pair of horizontal tracks 450 (identified individually as afirst horizontal track 450 a and a second horizontal track 450 b) and afirst pair of vertical tracks 451 (identified individually as first(lower) vertical track 451 a and a second (upper) vertical track 451 b)coupled to the first side portion 204 of the framework 202, and (ii) asecond pair of horizontal tracks 452 (identified individually as a firsthorizontal track 452 a and a second horizontal track 452 b) and a secondpair of vertical tracks 453 (identified individually as a first verticaltrack 453 a and a second vertical track 453 b) coupled to the secondside portion 206 of the framework 202. In some embodiments, the tracks450-453 can be integrally formed with the framework 202 and/or coupledto other portions/components of the cargo pod 100.

Referring to FIGS. 2, 4A, and 4B together, the horizontal tracks 450,452 are configured to movably (e.g., slidably) receive and constrainedge portions of the horizontal doors 208, 210, respectively, and thevertical tracks 451, 453 are configured to movably (e.g., slidably)receive and constrain edge portions of the vertical doors 209, 211,respectively. For example, the tracks 450-453 can each define a U-shapedchannel or groove configured to receive the edge portions of thecorresponding doors 208-211 therein. As discussed in greater detailbelow, the horizontal door drive mechanisms 460 are configured to drivecorresponding ones of the horizontal doors 208, 210 at least partiallyalong the horizontal tracks 450, 452, and the vertical door drivemechanisms 440 are configured to drive corresponding ones of thevertical doors 209, 211 at least partially along the vertical tracks451, 453.

In the illustrated embodiment, each pair of the tracks 450-453 iscoupled to the framework 202 such that the individual tracks in eachpair are generally parallel to and face one another. Moreover, in theillustrated embodiment the tracks 450-453 each form a continuous loophaving a generally rectangular shape (e.g., including linear portionsseparated by curved portions) that enables the doors 208-211 to smoothlymove along the tracks 450-453. In some embodiments, the vertical tracks451, 453 are positioned inside of the horizontal tracks 450, 452,respectively. Accordingly, the vertical doors 209, 211 can be offset(e.g., positioned inside of; as shown in FIG. 2) the horizontal doors208, 210, respectively, such that the vertical doors 209, 211 do notcontact or intersect the horizontal doors 208, 210 during operation ofthe door drive system 400. In other embodiments, the horizontal tracks450, 452 can be positioned within/inside the vertical tracks 451, 453.In yet other embodiments, some or all of the tracks 450-453 need notform a continuous loop. For example, the cargo pod 100 can includeindividual tracks (e.g., eight pairs of tracks) that each receive andconstrain an individual one of the doors 208-211. In some embodiments,all or a portion of the tracks 450-453 can be 3D-printed to, forexample, enable custom fitting/sizing based on the dimensions of theframework 202.

FIGS. 4C and 4D are enlarged isometric views of portions the cargo pod100 shown in FIG. 4A and illustrating the first vertical door drivemechanism 440 a and the vertical tracks 451 in accordance withembodiments of the present technology. In general, the features andconfigurations of the second through fourth vertical door drivemechanisms 440 b-440 d can be generally similar or identical. In someembodiments, for example, all of the vertical door drive mechanisms 440can have the same components but can be positioned in a differentportion of the cargo pod 100 and/or individual components can be sizeddifferently to drive the corresponding ones of the vertical doors 209,211. Accordingly, while the details of the first vertical door drivemechanism 440 a are described in detail with reference to FIGS. 4A-4D,one of ordinary skill in the art will understand that the second throughfourth vertical door drive mechanisms 440 b-440 d can have the same orsubstantially similar features.

Referring to FIGS. 4C and 4D together, the first vertical door drivemechanism 440 a includes a motor 442 (e.g., an electric motor) coupledto a drive shaft 444 via a drive belt 445. In the illustratedembodiment, the motor 442 is attached to the upper panel 318 a and thedrive shaft 444 is rotatably coupled to the framework 202. Moreparticularly, the drive shaft 444 can have a first end portion 447 athat engages a first mount 449 a on a corresponding first corner portionof the framework 202, and a second end portion 447 b opposite the firstend portion 447 a that engages a second mount 449 b on an oppositecorner portion of the framework 202. The mounts 449 can be bearingmounts or other suitable mounts for rotatably mounting the drive shaft444 to the framework 202. A first sprocket 446 a can be fixedly coupledto the drive shaft 444 at or near the first end portion 447 a, and asecond sprocket 446 b can be coupled to the drive shaft 444 at or nearthe second end portion 447 b. In the illustrated embodiment, thesprockets 446 include a plurality of teeth or cogs that are configuredto engage the first vertical door 209 a (FIG. 2) to transfer arotational force generated by the motor 442 to the first vertical door209 a, as described in greater detail below with reference to FIG. 4E.

In the illustrated embodiment, the first vertical track 451 a is mountedto a first inner-facing surface 455 a of the framework 202 (e.g., acombined surface of multiple ones of the elongate members 316; FIG. 3A)and the second vertical track 451 b is mounted to a second inner-facingsurface 455 b of the framework 202 to face and generally oppose thefirst vertical track 451 a. Referring to FIGS. 3A and 4B-4D together,the vertical tracks 451 can each include (i) a first portion 456 thatextends generally vertically (e.g., in a direction between the upper andlower panels 318 a, c) along the framework 202 behind and/or proximateto the rear panel 318 b, (ii) a second portion 457 that extendsgenerally horizontally (e.g., generally parallel to the upper panel 318a) along the framework 202 above and/or proximate to the upper panel 318a, (iii) a third portion 458 that extends generally vertically along theframework 202 in front of and/or proximate to the opening 321 of thecargo space 320, and a (iv) a fourth portion 459 that extends generallyhorizontally (e.g., generally parallel to the lower panel 318 c) alongthe framework 202 below and/or proximate to the lower panel 318 c.Moreover, the vertical tracks 451 can be smoothly curved (e.g., rounded)at the corners between the portions 456-459.

The vertical tracks 451 are configured to slidably receive and securethe first vertical door 209 a to permit the first vertical door 209 a tobe moved over/across the opening 321 of the cargo space 320. Forexample, FIG. 4E is an isometric view of the first vertical door 209 awith the edge portions of the first vertical door 209 a slidablyconstrained within the vertical tracks 451 (e.g., constrained within thesecond and third portions 457, 458 of the vertical tracks 451). Asfurther shown in FIG. 4E, the first vertical door 209 a can comprise aplurality of slats 413 that are pivotally, rotatably, or otherwisemovably coupled together such that the first vertical door 209 a canbend or flex as it moves along the vertical tracks 451. Some or all ofthe slats 413 can define channels or grooves 415 (e.g., U-shapedextrusion grooves) that are configured to be engaged by the teeth of thesprockets 446. Moreover, in the illustrated embodiment the sprockets 446are positioned near the end portions 447 of the drive shaft 444 suchthat they engage the slats 413 of the first vertical door 209 aproximate to opposite ends of the slats 413. This allows the drive shaft444 to drive the first vertical door 209 a generally evenly from bothsides of the first vertical door 209 a which can inhibit or even prevent“racking” or other unwanted (e.g., side-to-side) movement of the firstvertical door 209 a during operation. In some embodiments, each of thedoors 208-211 can have the same or a similar construction as the firstvertical door 209 a illustrated in FIG. 4E.

Referring to FIGS. 3A and 4B-4E together, in operation, the motor 442 isconfigured to drive the drive belt 445 to rotate the drive shaft 444 ineither a first direction A (indicated by the arrow A in FIGS. 4C and 4D)or a second direction B (indicated by the arrow B in FIGS. 4C and 4D).Rotation of the drive shaft 444 in the first direction A causes thesprockets 446 to engage with the slats 413 of the first vertical door209 a and to drive the first vertical door 209 a along the verticaltracks 451 in a direction C (indicated by the arrow C in FIGS. 4C and4D) from the first portions 456 toward the third portions 458 of thetracks 450. Conversely, rotation of the drive shaft 444 in the seconddirection B causes the sprockets 446 to engage with the slats 413 of thefirst vertical door 209 a and to drive the first vertical door 209 aalong the vertical tracks 451 in an opposite direction D (indicated bythe arrow D in FIGS. 4C and 4D)—from the third portions 458 toward thefirst portions 456 of the tracks 450. Thus, rotating the drive shaft 444in the first direction A causes the first vertical door 209 a to extendover more of the opening 321 of the cargo space 320, while rotation ofthe drive shaft 444 in the second direction B causes the first verticaldoor 209 a to retract from and extend over less of the opening 321 ofthe cargo space 320. In some embodiments, the length of the verticaltracks 451 and/or the length of the first vertical door 209 a can beselected such that the first vertical door 209 a is movable between afirst position in which the first vertical door 209 a covers the entireopening of the cargo space 320 (i.e., the first vertical door 209 a ispositioned along the entire lengths of the third portions 458 of thevertical tracks 451) to a second position in which the first verticaldoor 209 a does not cover any of the opening 321 of the cargo space 320(i.e., the first vertical door 209 a is positioned only along the first,second, and/or fourth portions 456, 457, 459 of the vertical tracks451).

FIG. 4F is a side view of the cargo pod 100 illustrating the verticaldoors 209 and the framework 202 in accordance with embodiments of thepresent technology. The framework 202 is shown in phantom lines in FIG.4F for the sake of clarity. As shown in FIG. 4F, the first vertical door209 a can have a first end portion 441 a and a second end portion 441 b,and the second vertical door 209 b can have a first end portion 443 aand a second end portion 443 b. The vertical doors 209 together define afirst gap G1 between the first end portion 441 a of the first verticaldoor 209 a and the first end portion 443 a of the second vertical door209 b, and a second gap G2 between the second end portion 441 b of thefirst vertical door 209 a and the second end portion 443 b of the secondvertical door 209 b. When one or both of the vertical doors 209 aredriven by the vertical door drive mechanisms 440 a, b, the size (e.g.,length) and/or position of the gaps G1 and G2 can vary accordingly(e.g., along the vertical tracks 451; FIGS. 4B-4O). For example, the gapG1 decreases and the gap G2 correspondingly increases when the firstvertical door 209 a is moved in the direction C (e.g., to cover more ofthe opening 321 of the cargo space 320; FIG. 3A) while the secondvertical door 209 b is advanced in the direction D or maintainedstationary. Conversely, the gap G1 increases and the gap G2correspondingly decreases when the first vertical door 209 a isretracted in the direction D (e.g., to cover less of the opening 321 ofthe cargo space 320; FIG. 3A) while the second vertical door 209 b isretracted in the direction C or maintained stationary.

In some embodiments, the vertical doors 209 can be driven into abutmentwith one another. For example, the first end portion 441 a of the firstvertical door 209 a can contact the first end portion 443 a of thesecond vertical door 209 b (i.e., so there is no gap G1) to, forexample, prevent access to the cargo space 320. In general, the lengthof the vertical doors 209 can be selected to enable their movement alongmore or less of the vertical tracks 451 (FIGS. 4B-4O) relative to oneanother. For example, one or both of the doors can have a length that isless than or equal to about 50%, about 25%, about 20%, etc., of acircumference of the vertical tracks 451. In some embodiments, each ofthe doors 208, 210, and 211 can have the same or a similar constructionas the vertical doors 209 illustrated in FIG. 4F.

FIGS. 4G and 4H are enlarged isometric views of portions of the cargopod 100 shown in FIG. 4A and illustrating the first horizontal doordrive mechanism 460 a and the horizontal tracks 450 in accordance withembodiments of the present technology. The features and configurationsof each of the horizontal door drive mechanisms 460 can be generallysimilar or identical to one another and/or to the vertical door drivemechanisms 440 described in detail above. For example, referring toFIGS. 4G and 4H together, the first horizontal door drive mechanism 460a includes a motor 462 (e.g., an electric motor) coupled to a driveshaft 464 via a drive belt 465. The motor 462 can be mounted to thesecond side panel 318 e (FIG. 3A) and/or to the framework 202, and endportions of the drive shaft 464 can be rotatably coupled to theframework 202 via rotatable mounts on the framework 202. A firstsprocket 461 a can be coupled to the drive shaft 464 at or near a firstend portion 463 a of the drive shaft 464, and a second sprocket 461 bcan be coupled to the drive shaft 464 at or near a second end portion463 b of the drive shaft 464. The sprockets 461 include a plurality ofteeth or cogs that can engage slats of the first horizontal door 208 ato transfer a rotational force generated by the motor 462 to the firsthorizontal door 208 a.

The first horizontal track 450 a is mounted to an upward-facing surface465 a of the framework 202 (e.g., a combined surface of multiple ones ofthe elongate members 316) and the second horizontal track 450 b ismounted to an opposite downward-facing surface 465 b of the framework202 to face and generally oppose the first horizontal track 450 a.Referring to FIGS. 3A, 4B, 4G, and 4H together, the horizontal tracks450 can each include (i) a first portion 466 that extends along theframework 202 behind and/or proximate to the rear panel 318 b (e.g.,generally parallel to the rear panel 318 b), (ii) a second portion 467that extends along the framework 202 behind and/or proximate to thesecond side panel 318 e (e.g., generally parallel to the second sidepanel 318 e), (iii) a third portion 468 that extends along the framework202 behind and/or proximate to the first side panel 318 d (e.g.,generally parallel to the first side panel 318 d), and (iv) a fourthportion 469 that extends along the framework 202 generally in front ofand/or proximate to the opening 321 of the cargo space 320.

In operation, the motor 462 is configured to drive the drive belt 465 torotate the drive shaft 464 in either a first direction E (as indicatedby the arrow E in FIGS. 4G and 4H) or a second direction F (indicated bythe arrow F in FIGS. 4G and 4H). Rotation of the drive shaft 464 in thefirst direction causes the sprockets 461 to engage with the slats of thefirst horizontal door 208 a and to drive the first horizontal door 208 aalong the horizontal tracks 450 and to cover more of the opening 321cargo space 320 (e.g., in a direction from the first portions 466 towardthe fourth portions 469 of the tracks 450). Conversely, rotation of thedrive shaft 464 in the second direction causes the sprockets 461 toengage with the first horizontal door 208 a to drive the firsthorizontal door 208 a along the horizontal tracks 450 in the oppositedirection and to cover less of the opening 321 of the cargo space 320(e.g., in a direction from the fourth portions 469 toward the firstportions 466 of the tracks 450). In some embodiments, the firsthorizontal door drive mechanism 460 a can drive the first horizontaldoor 208 a from a first position in which the first horizontal door 208a covers the entire opening of the cargo space 320 (i.e., the firsthorizontal door 208 a is positioned along the entire lengths of thefourth portions 469 of the horizontal tracks 450) to a second positionin which the first horizontal door 208 a does not cover any of theopening 321 of the cargo space 320 (i.e., the first horizontal door 208a is positioned only along the first, second, and/or third portions 466,467, 468 of the horizontal tracks 450).

III. Selected Embodiments of Suitable Computing Environments

FIG. 5 the following discussion provide a brief, general description ofa suitable environment in which a in which a system for managingdeliveries may operate in accordance with an embodiment of the presenttechnology. Although not required, aspects of the present technology aredescribed in the general context of computer-executable instructions,such as routines executed by a general-purpose computer, a personalcomputer, a server, or other computing system. The present technologycan also be embodied in a special purpose computer or data processorthat is specifically programmed, configured, or constructed to performone or more of the computer-executable instructions explained in detailherein. Indeed, the terms “computer” and “computing device,” as usedgenerally herein, refer to devices that have a processor andnon-transitory memory, like any of the above devices, as well as anydata processor or any device capable of communicating with a network.Data processors include programmable general-purpose or special-purposemicroprocessors, programmable controllers, application-specificintegrated circuits (ASICs), programming logic devices (PLDs), graphicsprocessing units (GPUs), or the like, or a combination of such devices.Computer-executable instructions may be stored in memory, such as randomaccess memory (RAM), read-only memory (ROM), flash memory, or the like,or a combination of such components. Computer-executable instructionsmay also be stored in one or more storage devices such as magnetic oroptical-based disks, flash memory devices, or any other type ofnon-volatile storage medium or non-transitory medium for data.Computer-executable instructions may include one or more programmodules, which include routines, programs, objects, components, datastructures, and so on that perform particular tasks or implementparticular abstract data types.

Aspects of the present technology can also be practiced in distributedcomputing environments, where tasks or modules are performed by remoteprocessing devices linked through a communications network including,but not limited to, a Local Area Network (LAN), Wide Area Network (WAN),or the Internet. In a distributed computing environment, program modulesor subroutines may be located in both local and remote memory storagedevices. Aspects of the present technology may be stored or distributedon tangible, non-transitory computer-readable media, including magneticand optically readable and removable computer discs, or stored infirmware in chips (e.g., EEPROM chips). Alternatively, aspects of thepresent technology may be distributed electronically over the Internetor over other networks (including wireless networks). Those skilled inthe relevant art will recognize that portions of the present technologymay reside on a server computer while corresponding portions reside on aclient computer.

Referring to FIG. 5, a delivery management system 570 (e.g., one or morecomputing devices, such as servers, in which aspects of the presenttechnology may operate) can connect a delivery recipient 571 (e.g., anend-user ordering items/products online or over the phone) with amerchant user 573 (e.g., an entity providing or selling the ordereditems/products, such as a store or a restaurant). For example, thedelivery recipient 571 can order one or more requested items 572 fromthe merchant user 573 such as, for example, consumer goods, food, etc.

The delivery management system 570 can connect to and/or communicatewith a user device 574 (e.g., a computing device, such as a smart phone,a smart watch, a personal computer, etc.) of the delivery recipient 571,a merchant interface device 575 (e.g., a computing device, such as aserver, a handheld device, etc.) of the merchant user 573, or acombination thereof. In some embodiments, the delivery management system570 can receive a request to pick up and/or deliver the requested item572 from the user device 574 and/or the merchant interface device 575.In some embodiments, the delivery management system 570 can be withinthe merchant interface device 575 (e.g., at the merchant-side instead ofat an external party/service provider).

The delivery management system 570 can manage operations of a singleautonomous delivery vehicle (e.g., the vehicle 102 shown in FIGS. 1A and1B) or a fleet of autonomous delivery vehicles for transporting ordereditems to the corresponding delivery recipients 571. To manage thevehicle 102, the delivery management system 570 can allocate/move thevehicle 102 to specific geographic regions (by, e.g., controlling ageographic location of the vehicle 102), generate a delivery routeincluding one or more pickup locations (e.g., locations corresponding toone or more of the merchant users 573) and one or more deliverylocations (e.g., locations corresponding to one or more of the deliveryrecipients 571), control the vehicle 102 to traverse the delivery route,coordinate loading processes at the pickup locations, provide secureaccess to the ordered items at the pickup locations, or a combinationthereof.

For example, the delivery management system 570 can generate a deliverymission for the vehicle 102 (e.g., a computer task for providingphysical access to the requested item(s) 572 by the delivery recipient571) based on one or more requests to pick up and/or deliver therequested items 572. The delivery management system 570 can generate thedelivery mission based on each order, each recipient, each pickuplocation, each delivery location, or a combination thereof. In someembodiments, the generated delivery mission can include instructions forexecuting tasks such as, for example, picking up the requested items 572from one or more pickup locations (e.g., one or more merchants),traversing a route to one or more delivery locations, and/or forproviding secure access to the requested items 572 by the deliveryrecipients 571 at the delivery locations. That is, the delivery missioncan include instructions for picking up one or more items from one ormore pickup locations and for delivering the one or more items to asingle recipient or to multiple recipients at one or more deliverylocations. The delivery management system 570 can execute theinstructions to assign/move the vehicle 102 to perform the tasksincluding traversing a route from the pickup location(s) to the deliverylocation(s). In some embodiments, the delivery management system 570 canexecute the instructions to assign/move one of a fleet of the vehicles102 to traverse the delivery route based on information about thevehicles 102 allocated to a specific geographic zone, such as the zonethat includes the pickup location(s), the delivery location(s), or acombination thereof.

The delivery management system 570, the user device 574, and/or themerchant interface device 575 can be connected to each other through anetwork 578 (e.g., the communication network). The network 578 caninclude a wired and/or wireless network for communicating or exchangingdata. For example, the network 578 can include local area networks(LAN), wide area networks (WAN), wireless fidelity (WiFi) network,cellular network (e.g., fourth generation (4G) Long Term Evolution(LTE), fifth generation (5G) communication network, or other networks),fiber optic networks, cellular network, satellite network, telephonenetwork, the Internet, or a combination thereof. The network 578 canfurther include communication devices, such as access points, routers,servers, switches, repeaters, base stations, etc., that facilitate thecommunication between end-point devices (e.g., the delivery managementsystem 570, the user device 574, and/or the merchant interface device575). In some embodiments, the network 578 can include mechanisms fordevice-to-device communication, such as according to Bluetooth,Near-Field Communication (NFC), Dedicated Short-Range Communications(DSRC), etc.

In some embodiments, the delivery management system 570 can furtherconnect to and/or communicate with a cargo control system 580 associatedwith the cargo pod 100 and/or the vehicle 102. For example, in someembodiments the delivery management system 570 can communicate with thecargo control system 580 to coordinate loading of the cargo pod 100,specify a configuration of the cargo pod 100 (e.g., an arrangement ofcompartments or other partitioning of a cargo space of the cargo pod100), receive information about items positioned in the cargo pod 100,control or instruct the cargo pod 100 to provide secure access to theitems positioned therein, etc.

More specifically, FIG. 6 is a block diagram of a cargo control system580 on which some implementations of the present technology can operatein accordance with embodiments of the present technology. Some aspectsof the cargo control system 580 are described below with reference tothe cargo pod 100 described in detail above with reference to FIGS.1A-4G.

In the illustrated embodiment, the cargo control system 580 includes aCPU (e.g., processor, microcontroller, etc.) 682 configured to receiveinputs from various sensors and to control operation of the cargo pod100 and/or portions of the vehicle 102. The CPU 682 can be a singleprocessing unit or multiple processing units in a device or distributedacross multiple devices. For example, the CPU 682 can include multipleprocessing units, some of which are positioned in/on the cargo pod 100and some of which are positioned in the vehicle 102 and/or remote fromthe vehicle 102 (e.g., at the delivery management system 570). The CPU682 can communicate with one or more hardware controllers for devicesand can be coupled to the hardware controllers, for example, with theuse of a bus, such as a PCI bus or SCSI bus.

In the illustrated embodiment, the CPU 682 receives input from sensors684 positioned in and/or proximate to the cargo pod 100. For example,the CPU 682 can receive information from the load sensors 336 indicativeof the position/arrangement of the shelves 326 and/or any items placedthereon. In some embodiments, the CPU 682 can process the informationfrom the load sensors 336 to determine the position/arrangement of theshelves 326 and/or the weight of items placed on the shelves 326. Insome embodiments, the CPU 682 can receive information from positionsensors (e.g., capacitive transducers, piezoelectric encoders, etc.)located within the cargo pod 100 for determining a position of thevertical partitions 322 and/or other components of the cargo pod 100.Also, for example, the CPU 682 can receive input from photoelectricpresence sensors (e.g., light curtain sensors) configured to detectwhether an object (e.g., a portion of a delivery recipient's body) ispositioned in the opening of the cargo pod 100 (e.g., extending throughthe aperture 105) where it could be contacted/pinched by one or more ofthe doors 208-211.

The CPU 682 can further communicate with the vertical door drivemechanisms 440 and the horizontal door drive mechanisms 460 to controlthe movement of the doors 208-211 (e.g., to position the aperture 105over a selected one of the compartments 328) in response to, forexample, a user input (e.g., from a delivery recipient) or aninstruction received from the delivery management system 570. Forexample, the delivery management system 570 can generate a doorinstruction in response to a request from the user device 574 (e.g., arequest to provide access to the requested items 572) and communicatethe door instruction to the CPU 682 which processes the instruction andcoordinates movement of the doors 208-211 accordingly. Moreparticularly, the CPU 682 can communicate with hardware controllersassociated with the door drive mechanisms 440, 460 to operate the motors442, 462. Similarly, in some embodiments the CPU 682 can communicatewith one or more vehicle door actuators 685 that are configured toopen/close various doors of the vehicle 102 (e.g., the side door 106and/or the rear door 104 shown in FIGS. 1A and 1B). In the illustratedembodiment, the CPU 682 can further communicate with a slide-outactuator 686 and a locking mechanism (e.g., a solenoid plunger) 687. Asdescribed in detail above, the slide-out actuator 686 can be configuredto drive the cargo pod 100 in/out of the vehicle 102 along the slide-outrails 207 and the locking mechanism can be configured to lock the cargopod 100 to the vehicle 102 (e.g., relative to the slide-out rails 207).

In some embodiments, the cargo control system 580 can include one ormore user input devices 689 that provide input to the CPU 682, notifyingit of actions. The actions are typically mediated by a hardwarecontroller that interprets the signals received from the user inputdevices 689 and communicates the information to the CPU 682 using acommunication protocol. The user input devices 689 can include, forexample, a mouse, a keyboard, a touchscreen, an infrared sensor, atouchpad, a wearable input device, a camera- or image-based inputdevice, a microphone, and/or other user input devices. The user inputdevices 689 can be positioned on/in the cargo pod 100 (e.g., on theframework 202), on/in the vehicle 102 (e.g., on an external surface ofthe vehicle, proximate the cargo pod 100, etc.), and/or in otherpositions accessible to a user (e.g., a delivery recipient, merchant,etc.). In some embodiments, the user input devices 689 can be coupled tothe cargo pod 100 and the CPU 682 can be configured to receive a userinput via the user input devices 689 to actuate one or more of the doors208-211 of the cargo pod 100. For example, the user input devices 689can include a touchscreen, touchpad, or other device (not shown) thatenables the user to control the operation of the doors 208-211 (e.g., tomove the doors 208-211 to a fully open or a fully closed position). Insome embodiments, the user input devices 689 can be configured toreceive a user authentication or verification. For example, a user canenter a verification (e.g., a unique code) corresponding to a deliveryitem via one of the user input devices 689 and, in response, the CPU 682can instruct the door drive mechanisms 440, 460 to drive the doors 208,209 to position the aperture 105 over one of the compartments 328including the delivery item. In some embodiments, the user input devices689 can be omitted, and the CPU 682 can receive input/instructions foractuating the doors 208-211 exclusively from the delivery managementsystem 570 and/or the user device 574, as described in detail above.

The cargo control system 580 can also include a communication device(e.g., a wireless transceiver; not shown) capable of communicatingwirelessly or wire-based with the network 578. The communication devicecan communicate with other devices (e.g., the delivery management system570, the user device 574, the merchant interface device 575, etc.) or aserver through the network 578 using, for example, TCP/IP protocols. Thecargo control system 580 can utilize the communication device todistribute operations across multiple network devices (e.g., includingthe delivery management system 570).

The CPU 682 can have access to a memory 688. The memory 688 can includeone or more of various hardware devices for volatile and/or non-volatilestorage, and can include both read-only and writable memory. Forexample, the memory 688 can comprise random access memory (RAM), CPUregisters, read-only memory (ROM), and writable non-volatile memory,such as flash memory, hard drives, floppy disks, CDs, DVDs, magneticstorage devices, tape drives, device buffers, and so forth. The memory688 is not a propagating signal divorced from underlying hardware and isthus non-transitory. The memory 688 can include a program memory 681that stores programs and software, such as programs and software forselectively moving the doors 208-211 of the cargo pod 100 for providingsecure access to items within the cargo space 320. The memory 688 canalso include a data memory 683 that can store determinations orestimations of characteristics of various items positioned within thecargo pod 100 (e.g., weights), configurations of the cargo pod 100(e.g., positions/arrangements of the vertical partitions 322 and theshelves 326), delivery times, loading times, etc., which can be providedto the program memory 681 or any element of the cargo control system580.

IV. Selected Embodiments of Suitable Routines for Implementing AutomatedDeliveries

FIG. 7 is a flow diagram of a routine 790 for implementing automateddeliveries using an autonomous vehicle in accordance with an embodimentof the present technology. In some embodiments, the autonomous deliveryvehicle 102 of FIGS. 1A-1C, the cargo pod 100 of FIGS. 2-4G, thedelivery management system 570 of FIG. 5, the cargo control system 580of FIG. 6, or a combination thereof can implement the routine 790illustrated in FIG. 7. Accordingly, for the sake of illustration, somefeatures of the routine 790 will be described in the context of theembodiments shown in FIGS. 1A-6.

The routine 790 starts at block 791 by receiving information regardingitems ordered for delivery (“order information”). For example, referringto FIG. 5, the delivery management system 570 can receive a deliveryorder representing a request from the delivery recipient 571 fordelivery of the requested items 572 to a delivery location. The deliverymanagement system 570 can receive the information directly from thedelivery recipient 571 (e.g., from the user device 574), and/or canreceive the order information from the merchant user 573 (e.g., a storeor a restaurant providing the requested items 572) when the deliveryrecipient 571 orders the requested items 572 from the merchant user 573and requests delivery thereof. In some embodiments, the deliverymanagement system 570 can receive order information from multipledelivery recipients 571 and/or merchant users 573. The order informationcan include one or more of a desired pickup location, a desired deliverylocation, suitable or requested times for delivery and/or pickup,characteristics (e.g., size, weight, etc.) of the requested items 572,etc.

At block 792, the routine 790 includes generating a delivery missionbased on the received order information. For example, the deliverymanagement system 570 can generate a delivery mission includinginstructions for executing tasks such as, for example, picking up therequested items 572 from one or more pickup locations, traversing aroute to one or more delivery locations, and/or for providing secureaccess to the requested items 572 by the delivery recipients 571 at thedelivery locations.

At block 793, the routine 790 includes configuring a cargo space of thecargo pod 100 based on the generated delivery mission and/or thereceived order information. For example, the delivery management system570, the cargo control system 580, a human operator, or a combinationthereof can determine a configuration of the cargo space 320—such as,for example, an arrangement of the vertical partitions 322 and/or theshelves 326—that maximizes or at least enhances the volumetricefficiency of the cargo space 320 based on characteristics of the itemsto be delivered. For example, in some embodiments the deliverymanagement system 570 can determine that certain ones of the shelves 326should be removed so that one or more larger items can be fit into thecargo space 320, and/or that additional shelves 326 should be added toprovide storage for additional, smaller items. The configuration of thecargo space 320 can also be based on the determined delivery route—forexample, so that items intended for the same or nearby deliverylocations and/or the same recipient are positioned near to one another(e.g., in adjacent ones of the cargo units 324 or compartments 328). Insome embodiments, the vertical partitions 322 and/or the shelves 326 canbe manually moved by a user to the determined/desired configurationwhile, in other embodiments, these components can be moved automatically(e.g., driven by one or more actuators).

At block 794, the routine 790 includes loading the cargo space with theitems ordered for delivery. As described in detail above, in someembodiments the cargo pod 100 can be fully removed (e.g., detached) fromthe vehicle 102 to facilitate. Accordingly, the cargo pod 100 can beloaded with the items ordered for delivery while the cargo pod 100 isremoved from and/or positioned within the vehicle 102. For example, thecargo pod 100 can be removed from the vehicle 102 at a single location(e.g., a warehouse, restaurant, etc., corresponding to the merchant user573) and the doors 208, 209 moved to the fully open position such thateach of the cargo units 324 and the compartments 328 are accessible atthe same time to facilitate loading of the cargo space 320.

In some embodiments, the cargo pod 100 can be fully loaded before it ispositioned within the vehicle 102. Alternatively or additionally, thedoors 208, 209 can be moved to position the aperture 105 over a portionof the cargo space 320 to permit loading of only that portion of thecargo space 320. For example, while carrying the cargo pod 100, thevehicle 102 can traverse a route between different pickup locations(e.g., corresponding to different ones of the merchant users 573), andthe aperture 105 can be positioned over different portions of the cargospace 320 at each pickup location as needed to permit loading by thedifferent merchant users 573. In this manner, the routine 790 canprovide for the secure loading of the cargo pod 100 by the differentmerchant users 573. That is, the cargo pod 100 can limit access to onlya portion of the cargo space 320 for each of the merchant users 573—andprevent access to, for example, other portions of the cargo space 320that may have been loaded previously by different ones of the merchantusers 573.

At block 795, the routine 790 includes traveling to a delivery location,such as a first delivery location along a delivery route includingmultiple delivery locations. For example, the delivery management system570 can instruct the vehicle 102 to traverse the delivery route.

After reaching the delivery location, at block 796 the routine 790includes providing secure access to one or more of the items in thecargo space. For example, the cargo control system 580 can instruct thevertical door drive mechanisms 440 a, b and the horizontal door drivemechanisms 460 a, b to move the doors 208, 209 to position the aperture105 over a selected/determined one or more of the compartments 328 ofthe cargo pod 100. In some embodiments, the cargo control system 580 canprovide access to the cargo space 320 after receiving confirmation thatthe intended delivery recipient 571 is nearby and ready to receive theirdelivery. For example, the cargo control system 580 can position theaperture 105 over a corresponding one of the compartments 328 afterreceiving a user verification (e.g., a code sent to user device 574 bythe delivery management system 570, a GPS location, etc.) from the userdevice 574 or from one of the user input devices 689. In someembodiments, the cargo control system 580 can further provide access tothe cargo space 320 by instructing the slide-out actuator 686 to slidethe cargo pod 100 at least partially out of the vehicle 102 (e.g., toprovide access to rearward ones of the compartments 328 that may not beaccessible through the side door 106 of the vehicle 102 as shown in FIG.1B). After the order is retrieved, the doors 208, 209 close.

At decision block 797, the routine 790 evaluates whether the deliveryroute has been completed (e.g., have all items been delivered?). If thedelivery route has not been completed, the method can return to block795 and the vehicle 102 can travel to the next delivery location. Insome embodiments, as shown in phantom lines, the method can return toblock 794 to enable loading of additional items even if the deliveryroute has not been completed. That is, the routine 790 can includeintermittently delivering and picking up items for delivery. Forexample, the generated delivery mission (block 792) can includeinstructions to visit a first pickup location, then to deliver itemsfrom the first pickup location to a first delivery location, and then tovisit a second pickup location (e.g., a location closer to the firstdelivery location than the first pickup location), etc. In someembodiments, the delivery mission can be dynamically generated/updatedto continuously update the delivery route.

If the delivery route has been completed, the routine 790 can end, orcan return to block 791 and receive new order information. In someembodiments, after completing the delivery route, the empty cargo pod100 can be returned to a loading facility (e.g., a warehouse) andremoved from the vehicle 102. In some embodiments, another one of thecargo pods 100 that has been preloaded at the loading facility orelsewhere can then be loaded/installed into the vehicle 102, and thevehicle 102 can traverse a corresponding delivery route, as described indetail above.

V. Selected Embodiments of Autonomous Delivery Vehicles

FIG. 8 is a block diagram of an autonomous vehicle (e.g., the vehicle102) configured in accordance with an embodiment of the presenttechnology. In the illustrated embodiment, the vehicle 102 includes amaneuvering system 812 (e.g., a system of vehicle components configuredto maneuver or physically displace the vehicle) including a propulsionmechanism (e.g., an engine or a motor), a directional mechanism (e.g.,steerable wheels), a deceleration mechanism (e.g., brakes, an opposingengine or motor, etc.), and/or other related components. For example,for automobiles, the maneuvering system 812 can include a drive train(e.g., an engine and a transmission), a steering system directingorientation of one or more wheels, a brake system, an external indicatorsystem (e.g., lights corresponding to the brake or a lane-changeoperation), a drive-by-wire system, or a combination thereof. In otherembodiments, the vehicle 102 can be a water, amphibious, or aerialvehicle (e.g., drone), and the maneuvering system 812 could include oneor of rudders, flaps, movable propulsion mounts, or other suitablecomponents depending on the intended environment for the vehicle.

The vehicle 102 can operate the maneuvering system 812 using a vehiclecomputing circuit 814, a vehicle communication circuit 816, a set ofactuators 818, or a combination thereof. The actuators 818 can includecomponents for physically or mechanically moving or controlling one ormore components of the maneuvering system 812. In some embodiments, theactuators 818 can be integral with the maneuvering system 812. In someembodiments the actuators 818 can be a separate subsystem that isconnected to the maneuvering system 812.

The vehicle computing circuit 814 (e.g., a circuit including one or moredata processors, a special purpose computer, and/or an onboard server)can control the actuators 818 according to vehicle software 826,teleoperation commands (e.g., for facilitating teleoperation of thevehicle by the remote operator), or a combination thereof. The commands,status information, and/or other inputs can be communicated between thevehicle 102 and other devices using the vehicle communication circuit816. The vehicle communication circuit 816 can include one or moreantennas, a receiver/transmitter, a modulator/demodulator, a detector,an encoder/decoder, a modem, a gateway, a switch, and/or othercomponents that enable the vehicle to communicate with other externaldevices.

In some embodiments, the vehicle computing circuit 814 can execute thevehicle software 826 (e.g., computer-executable instructions) stored ona vehicle storage circuit 824 (e.g., a circuit including memory, such asvolatile memory, non-volatile memory, or a combination thereof) toimplement an automated driving system and/or a driver assistance systemcorresponding to one or more program modules. In some embodiments, thevehicle computing circuit 814 and/or the vehicle software 826 cancontrol and communicate with delivery-related hardware, such as thecargo pod 100 (e.g., for actuating one or more of the doors of the cargopod 100, cooling/heating content, configuring a cargo space of the cargopod 100, etc.), a user interface, etc.

In implementing the automated driving system and/or the driverassistance system, the vehicle computing circuit 814 can autonomouslygenerate or calculate vehicle processing results (e.g., self-generatedpaths, upcoming maneuvers, and/or the corresponding set points) andcontrol the actuators 818 accordingly. The vehicle computing circuit 814can utilize current maneuvering parameters to generate or calculate thevehicle processing results. For example, the vehicle computing circuit814 can utilize sensor data generated by a sensor circuit 820 (e.g., acircuit including components such as a radar, a LIDAR, an inertialmotion unit (IMU), an encoder, an ultrasonic sensor, a proximity sensor,a camera, a lane sensor, or a self-reporting/detecting circuitry forerrors and/or set points in components or subsystems, etc.) inautonomously operating the vehicle. Also, for example, the vehiclecomputing circuit 814 can similarly utilize a vehicle locationcalculated by a location circuit 822 (e.g., a GPS positioning unit). Insome embodiments, the location circuit 822 can be integral with thesensor circuit 820. In some embodiments, the vehicle computing circuit814 can calculate the vehicle location using a dead-reckoningprogramming module, a WiFi-based locating module, the location circuit822 (e.g., a GPS module), or a combination thereof.

Although the vehicle 102 is illustrated as a conventional automobile inFIGS. 1A and 1B, in general, the cargo pod 100 of the present technologycan be configured to be carried by and swapped onto/into any type ofautonomous over-the-road delivery vehicle. FIG. 9, for example, is aside view of a vehicle 902 configured in accordance with anotherembodiment of the present technology and configured to carry the cargopod 100. The vehicle 902 can include features generally similar to thevehicle 102 described in detail above. For example, the vehicle 902 canbe an over-the-road vehicle capable of operating (e.g., includingmaneuvering and/or traversing through physical space and/or controllingfunctions, components, or subsystems) according to and through itssurrounding environment. Similarly, the vehicle 902 can include amaneuvering system (e.g., a system of vehicle components configured tomaneuver or physically displace the vehicle) that can be operated usinga vehicle computing circuit, a vehicle communication circuit, a set ofactuators, or a combination thereof.

However, in the illustrated embodiment the vehicle 902 does not includeany doors and instead includes a flatbed surface 981 on a chassisconfigured to receive the cargo pod 100. In some embodiments, the cargopod 100 can be strapped, latched, bolted, or otherwise secured onto theflatbed 981. In some embodiments, the cargo pod 100 can be releasablysecured to the flatbed 981 to permit multiple ones of the cargo pods 100to be easily released/attached to the vehicle 902. That is, the vehicle902 can interchangeably carry different ones of the cargo pods 100. Inone aspect of the present technology, because the vehicle 902 does notinclude any doors, the cargo pod 100 can be placed directly onto theflatbed 981 during loading and does not need to be configured to sliderelative to the vehicle 902 to enable loading of or access to the cargopod 100. Accordingly, the vehicle 902 can essentially comprise anautonomous powertrain and chassis configured to receive the easilyremovable/attachable (e.g., swappable) cargo pod 100 thereon. Thevehicle 902 can carry/include the autonomous driving sensors andcomputing equipment necessary for providing the autonomous functionalityof the vehicle 902. In some embodiments, the length, drive system,and/or other characteristics of the vehicle 902 can be selected based ona desired delivery range for the vehicle 902 (e.g., long haul, mediumhaul, or short haul), capacity, etc. In some embodiments, the vehicle902 can be made more cheaply than conventional vehicles configured to bedriven by a human operator.

In some embodiments, some or all of the electronics/circuitry of thevehicle 902 (e.g., FIG. 8) can be integrated with some or all of theelectronics/circuitry of the cargo pod 100 (e.g., FIG. 6). That is, forexample, the vehicle 902 or the cargo pod 100 can include a centralizedelectrical and data connector box that controls operation of both thevehicle 902 and the cargo pod 100, and the cargo pod 100 and the vehicle902 can be communicatively coupled together via a wired and/or wirelessconnection. More particularly, in some embodiments the cargo pod 100 caninclude all the communication circuitry, vehicle computing circuitry,location circuitry, vehicle software, etc., for operating the vehicle902 while the vehicle 902 consists essentially of the physicalcomponents required to physically displace the vehicle 902 (e.g.,maneuvering system, actuators, etc.). Accordingly, the vehicle 902 canessentially be a “dumb” system while the cargo pod 100 includes all the“intelligence” for operating the vehicle 902 to make deliveries. Inother embodiments, the vehicle 902 can include all or most of theprocessing equipment and circuitry for the autonomous driving system anda centralized connection to the cargo pod 100, while the cargo pod 100consists essentially of the physical components and their controls(e.g., the cargo control system 580 shown in FIG. 6 and the door drivemechanisms 440, 460 shown in FIG. 4A) for providing selective access todelivery items carried by the cargo pod 100. Accordingly, the cargo pod100 can be a loading and unloading system that is attachable to anddetachable from the autonomous vehicle 902.

In yet other embodiments, the cargo pod 100 can have wheels attachedthereto, and a corresponding delivery vehicle can include a couplingconfigured to engage the cargo pod 100 to pull the cargo pod 100 alongthe delivery route. That is, the delivery vehicle can function like aconventional over-the-road tractor vehicle configured to be coupled tothe cargo pod 100 and to pull the cargo pod 100 over the road. In suchembodiments, the cargo pod 100 need not be loaded onto/into a deliveryvehicle—potentially reducing loading and/or delivery times. In someembodiments, a conventional tractor can be used to pull the deliverychassis/powertrain (e.g., the delivery vehicle 902) and/or the cargo pod100 only in the event of a system failure.

VI. Conclusion

The above Detailed Description of examples of the present technology isnot intended to be exhaustive or to limit the present technology to theprecise form disclosed above. While specific examples for the presenttechnology are described above for illustrative purposes, variousequivalent modifications are possible within the scope of the presenttechnology, as those skilled in the relevant art will recognize. Forexample, while processes or blocks are presented in a given order,alternative implementations may perform routines having steps, or employsystems having blocks, in a different order, and some processes orblocks may be deleted, moved, added, subdivided, combined, and/ormodified to provide alternative or sub-combinations. Each of theseprocesses or blocks may be implemented in a variety of different ways.Also, while processes or blocks are at times shown as being performed inseries, these processes or blocks may instead be performed orimplemented in parallel, or may be performed at different times.Further, any specific numbers noted herein are only examples;alternative implementations may employ differing values or ranges.

These and other changes can be made to the present technology in lightof the above Detailed Description. While the Detailed Descriptiondescribes certain examples of the present technology as well as the bestmode contemplated, the present technology can be practiced in many ways,no matter how detailed the above description appears in text. Details ofthe system may vary considerably in its specific implementation, whilestill being encompassed by the technology disclosed herein. As notedabove, particular terminology used when describing certain features oraspects of the present technology should not be taken to imply that theterminology is being redefined herein to be restricted to any specificcharacteristics, features, or aspects of the present technology withwhich that terminology is associated. Accordingly, the presenttechnology is not limited, except as by the appended claims. In general,the terms used in the following claims should not be construed to limitthe present technology to the specific examples disclosed in thespecification, unless the above Detailed Description section explicitlydefines such terms.

Although certain aspects of the present technology are presented belowin certain claim forms, the applicant contemplates the various aspectsof the present technology in any number of claim forms. Accordingly, theapplicant reserves the right to pursue additional claims after filingthis application to pursue such additional claim forms, in either thisapplication or in a continuing application.

We claim:
 1. A mobile delivery system, comprising: a vehicle; and acargo pod configured to be interchangeably secured to the vehicle, thecargo pod including— a plurality of cargo compartments; and an accesssystem configured to at least partially enclose the cargo compartmentsand to define an aperture, wherein the access system is furtherconfigured to autonomously vary at least one of a size and a position ofthe aperture to provide access to a selected one of the cargocompartments while blocking access to the other ones of the cargocompartments.
 2. The mobile delivery system of claim 1 wherein thevehicle is an autonomous vehicle.
 3. The mobile delivery system of claim2 wherein the autonomous vehicle includes control circuitry, and whereinthe control circuitry is configured to control operation of theautonomous vehicle and the access system.
 4. The mobile delivery systemof claim 2 wherein the cargo pod includes control circuitry, and whereinthe control circuitry is configured to control operation of theautonomous vehicle and the access system.
 5. The mobile delivery systemof claim 2 wherein the vehicle is an autonomous ground vehicle.
 6. Themobile delivery system of claim 1 wherein the vehicle includes a powertrain and a chassis, wherein the chassis is configured to carry thecargo pod thereon.
 7. The mobile delivery system of claim 1 wherein thevehicle includes an interior space, wherein the vehicle is configured tocarry the cargo pod in the interior space, and wherein the cargo pod isconfigured to be secured in and removed from the interior space.
 8. Themobile delivery system of claim 7 wherein the cargo pod is slidablypositioned within the interior space.
 9. The mobile delivery system ofclaim 1 wherein the cargo compartments are first cargo compartments,wherein the access system is a first access system, wherein the apertureis a first aperture, and wherein the cargo pod further includes— aplurality of second cargo compartments; and a second access systemconfigured to at least partially enclose the second cargo compartmentsand to define a second aperture, wherein the second access system isfurther configured to vary at least one of a size and a position of thesecond aperture to provide access to a selected one of the second cargocompartments while blocking access to the other ones of the second cargocompartments.
 10. The mobile delivery system of claim 9 wherein thevehicle includes a first side door and a second side door, wherein theselected one of the first cargo compartments is accessible via the firstside door, and wherein the selected one of the second cargo compartmentsis accessible via the second side door.
 11. The mobile delivery systemof claim 10 wherein the vehicle further includes a rear door, andwherein the cargo pod is removable from the vehicle via the rear door.12. The mobile delivery system of claim 1 wherein the access system isconfigured to vary at least one of the size and the position of theaperture without human intervention.
 13. The mobile delivery system ofclaim 1 wherein the cargo pod further includes a framework that definesa cargo space having a generally planar opening, and wherein the accesssystem includes a plurality of doors coupled to the framework andconfigured to slide across the opening to vary at least one of the sizeand the position of the aperture.
 14. A mobile delivery system,comprising: a plurality of cargo pods, wherein the cargo pods eachinclude an access system configured to at least partially enclose acargo space having a plurality of compartments, wherein the accesssystem of each cargo pod is configured to autonomously vary a size of anaperture of a selected one of the compartments to provide access to theselected one of the compartments while blocking access to the other onesof the compartments; and a vehicle configured to interchangeably carryindividual ones of the cargo pods along one or more delivery routes. 15.The mobile delivery system of claim 14 wherein the vehicle is anautonomous ground vehicle.
 16. The mobile delivery system of claim 14wherein the vehicle is a first vehicle, and further comprising a secondvehicle configured to interchangeably carry individual ones of the cargopods.
 17. The mobile delivery system of claim 14 wherein the vehicleincludes a flatbed configured to carry the individual ones of the cargopods thereon.
 18. The mobile delivery system of claim 14 wherein thecargo pods are substantially identical.
 19. A method of mobile delivery,the method comprising: securing a first cargo pod to a vehicle, whereinthe first cargo pod includes (a) a plurality of cargo compartments and(b) an access system configured to at least partially enclose the cargocompartments and to define an aperture; moving, via the vehicle, thefirst cargo pod along a first delivery route to at least one firstdelivery location; at the first delivery location, autonomously varyingat least one of a size and a position of the aperture to provide accessto a selected one of the cargo compartments while blocking access to theother ones of the cargo compartments; releasing the first cargo pod fromthe vehicle; securing a second cargo pod to the vehicle; and moving, viathe vehicle, the second cargo pod along a second delivery route to atleast one second delivery location.
 20. The method of claim 19 whereinthe cargo compartments are first cargo compartments, wherein the accesssystem is a first access system, wherein the aperture is a firstaperture, wherein the second cargo pod includes (a) a plurality ofsecond cargo compartments and (b) a second access system configured toat least partially enclose the second cargo compartments and to define asecond aperture, and wherein the method further comprises: at the seconddelivery location, autonomously varying at least one of a size and aposition of the second aperture to provide access to a selected one ofthe second cargo compartments while blocking access to the other ones ofthe second cargo compartments.
 21. The method of claim 19 wherein thevehicle comprises a rolling chassis and an electric powertrain, whereinthe rolling chassis is configured to interchangeably receive and securethe first cargo pod and the second cargo pod, and wherein the electricpowertrain is configured to move the rolling chassis along the firstdelivery route and the second delivery route.
 22. The method of claim 19wherein the method further comprises loading the second cargo pod withcargo while moving the first cargo pod along the first delivery route.23. The method of claim 22 wherein the method further comprises, afterreleasing the first cargo pod from the vehicle, loading at least one ofthe cargo compartments of the first cargo pod with cargo while movingthe second cargo pod along the second delivery route.